Air-brake-control-valve mechanism.



A.'J ALLARD. AIR BRAKE CONTROL VALVE MEGHANISM.

APPLICATION FILED JUNE 2, 19

Patented May 12, 1914.

m H A IN VEN T01 W1 NESSS M W? To all whom it may concern:

ANDREW J. ALLARD, OF RICHMOND, VIRGINIA, ASSIGNOR OF ONE-THIRD TO 'I.

GREEN AND ONE-THIRD T D. R. CBEECY, JR, BOTH 0F RICHMOND, VIRGINIA.

AIR-BRAKE-CONTROL-VALVE MECHANISM.

Specification of Letters Patent.

Patented May 12, 1914.

Application filed June 2, 1913. Serial No. 771,314.

. will enable others skilled in the art to which secured together.

it appcrtains to make and use the same.

This invention relates to improvements in air brake mechanism and more particularly to the controlling valve for the same, the object of the present invention being to so con struct such controlling valve that it may be operated automatically through the medium of electrically controlled means and accomplish the gradual application and release of the brakes.

With this and other objects in view, the invention consists in certain novel features of construction and, combinations of parts as hereinafter set forth and pointed out in th claims,

In the accompanying drawings, Figure 1 is a vertical transverse sectional view of a valve mechanism embodying my improvements, and Fig. 2 is a similar vie aken at right angles to Fig. 1

My improvements are adaptable for use in electrical train control systems wherein the brake valve is controlled through the medium of instrumentalities along the road, for effecting the automatic control of the brakes.

1 represents a valve casing and may comprise superimposed sections 2-3 suitably A compartment 1 is formed within the upper section 2 and located within this compartment are electromagnets 5 to be electrically connected in circuit with suitable controlling means. These electrical connections do not however, constitute any part. of my present invention and a detail disclosure of the same herein is superfluous. An armature 6 is" pivotally mounted in the compartment 4 and is held normally away from the poles of the mag nets 5 by means of a spring 7. A duct 8 is formed in the lower portion of the upper casing section 2, and one end of this duct is connected by suitable coupling means 9 with a pipe 10 from a source of air under pressure such as the usual compressed air reservoir. The other end of the duct 8 communicatcs with a vertical duct 11, the lower end of which latter communicates with a chamber 12 in the lower casing section 3. The lower end of the chamber 12 is connected. by means of suitable coupling devices 13 with the train pipe 14. Thus it will be seen that the air reservoir is connected with the train p1 pe by the ducts 8 and 11 and the chamber 12. A piston 15 is located in the lower section 3 of the casino and separates the chamber 12 from a superimposed chamber 16, said piston being provided with a stem 17 entering an exhaust pipe 18 which terminotes within the chamber 12 and is provided with a port 19 communicating with said chamber,--tbe lower end of said rod being adapted to close said port and thus constitute an exhaust valve having a seat at 20. The stem or rod 17 of the piston 15 is provided with a small duct 21 communicating at its lower end with the chamber 12 and at its upper end. with the chamber 16 above the piston,-said port being; normally closed by a check valve 22. The chamber 16 above the piston communicates, through a port 23, with the duct 8, so that under normal conditions; pressures equal to train pipe pressure will be in the chambers 16 and 12 above and below the piston 15, and hence this piston will be balanced and the exhaust port 19 kept closed.

A piston valve 24 is movable through a suitable opening connecting the duct 8 with the compartment 4 and is provided with suitable packing to prevent: leakage of air into said compartment, said piston valve be. ing adapted, as hereinafter explained, to close the duct 8 and become seated in a mannor to close the port 23. The piston valve 24 is provided with a stem 25 connected at its upper end with an armature 6 so as to be operated by the movements of the latter.

The bottom wall of the upper section 2 of mumcating with the exhaust pipe 18 and this exhaust pipe is open to the atmosphere at 30. A valve 31 is located in the pipe 27 within the compartment 4t and the stem of this valve is connected, by means of a slot-- ted arm with a suitable pin on the valve rod or stem 25.

It is apparent that when the ports are in 'the hositions shown in the drawings, the Intakes willbc released. Should the magnets 5 he energized, the armature t3 will-do scend and operate the piston valve 24- to close the duct 8 and the, port 23. The downward movement of the rod or stem of said piston *atve wil transmit motion through the arm 32 to the valve 31 to open the latter. Communication between the compressed air reservoir and the train pipe is now closed, and the chamber 16 over the piston 15 is open to the exhaust through duct 26 and pipes .27, "J8 and 29. Pressure in the chamber 16 is thus reduced and said piston nnlmlanced, so that the train pipe pressure in the chamber 12 will operate to raise said piston and open the exhaust port 17. The train pipe pressure against. the iuiderside ot the piston 15 will be gradually reduced by passage of air from this chamber through the small duct 21 to the chamber lttand the escape of air from the latter will be somewhat restricted by the comparatively small duct 20, and for these reasons, the exhaust of air from the train pipe through the port 19 and the pipe 18 will be gradual, resulting in the gradual application of the brakes. When the magnets are again deenergized. the piston valve will be raised to open the duct 8 and port 23, and the valve in the restricted exhaust of pipe 27 will be closed. Communication is now established between the air reservoir and the train pipe and between the duct 8 and the chan'ibcr 16. Pressure thus admitted to the chamber 16 will operate to press upon the top of piston 15 and force the same down 'ardly to effect the closing of exhaust port 19, but such movement of the piston will be gradual by reason of train pressure in the larger chamber 12 when said piston begins to move and until the pressure in the two chambers 12 and 16 become equalized. The brakes are now released.

. Various slight changes might be made in the details ot' construction of my invention without departing from the spirit thereof or limiting, its scope and hence I do not wish to restrict myself to the precise details herein set forth.

l-laving fully described my invention what I claim as new and desire to secure by Letters Patent, is

1. In a brake valve, the combination with a casing and a piston therein forming upper and lower chambers, of a restricted duct movable with the. piston and. connecting said chambers, a check valve for said duet, an exhaust. port communicating with the lower chamber and controlled by'said piston, a main duct comn'mnicating with the lower chamber, means for" connecting a source of COHIPIQSSCCl air with said main duet, means :lor connecting the lower chamher with a train pipe. a port connecting the upper chamber with the main duct, a main valve adapted to close the main duct and said. port. a restricted exhaust passage communicating" with said upper chamber and open to the atmosphere, and electro-magnetically ope 'ated means "for controlling the operation of said main valve.

In a brake valve, the combination with a casing and a piston therein forming upper and lower chan'ibers, of a restricted duct movable with the piston and connecting said chambers, a check valve for said duct, an exhaust port connnunieating with the lower chamber and controlled by said piston, a main duct communicating, with the lower chamber, means for connecting a source of compressed air with said main duct, means for connecting the lower chamber with a train pipe, a port connecting the upper chamber with the main duct, a main valve adapted to close the main duct and said port, a restricted exhaust passage communicating with said upper chamber and open to the atmosphere, electro-magnetically operated means for controlling the operation of said main valve, a valve in said restricted exhaust passage, and connections between said valve and the main valve operating means.

In testimony whereof, I have signed this specification in the presence of two subscribing witnesses.

R. S. FnaeUsoN, E. I. NOTTINGHAM. 

